Brake equalizer support



' C. L. ORR

BRAKE EQUALIZER SUPPORT Sept. 20, 1949.

2 Sheefs-Sheet 1' Filed April 23, 1945 Sept. 20, 1949.

C. L. ORR

BRAKE EQUALIZER SUPPORT 2 Sheets-Sheet 2 Filed April 25, 1945 Patented Sept. 20, 1949 BRAKE EQUALIZER SUPPORT Claude L. rr,,Columbus, Ohio, assignor to The Buckeye Steel 7 Ohio Castings Company, Columbus,

Application April 23, 1945, SerialNo. 589,887

3 Claims. (01. 188-46) 7 This invention relates to improvements in brake equalizer support of the type disclosed in my application Serial Number 566,988, filed December'l, 194A, and more particularly to the braking mechanism of such trucks. v

One of the objects of the invention is to provide improved means for supporting brake parts bythe truck. l

Another object is to eliminate the practice of supporting the horizontal equalizer lever of the braking mechanism on the vehiclepb ody, andt support the same directly by the truck.

With the above and other objects in view, which will appear-as thedescription progresses, the invention cOIlSiStsgifl the novel details. of

construction, and the combinations and arrangement of parts more fully hereinafter disclosed.v In the drawings: 7

Figure 1 is a fragmentary top planview of truck providedwith my improvements;

Figure 2 is a longitudinal vertical sectional view 'of the same taken on the 1ine 2- 2 of Figure 1.

Figure ,3 is a top plan view of a of a detail.

Figure 4 is a side elevation of the structure shown in Figure 3. Referring to the modification 6 carrying articulated end side frame members 1 and intermediate side frame members or The end side frame members .1

equalizers 8. have bolster openings 9 for the reception of arms I0 projecting laterally from a central bolster II and resting on springs I 2 supported by the side frames 1. The central bolster is preferably of the type disclosed in my above mentioned application and adapted to accommodate braking mechanism of the type disclosed in the Stertzbach and Orr Patent 2,088,142.

In accordance with the present invention, the central bolster is provided at one end thereof with rigid projecting arms l3 spaced transversely of the truck and integral with the bolster. Each of these arms may be provided with a top flange l4 and a bottom flange l5 spaced apart and rigidly united with a substantially triangular web I6 arranged at one side of the arm. The flange l4 merges at one end with the top of the bolster, while the flange l5 merges with one of the vertical end walls thereof. The flanges at their opposite end portions converge toward one another and are integral with a vertical flange I1. The top and bottom flanges continue outwardly beyond the flange I! so as to provide a subswag-s; edge-tater the wheels of a six wheel truck, which support aides stantially horizontal slot l8, and the top flange is reinforced by an upwardly extending vertical rib I9, while the bottom flange is reinforced by a downwardly extending rib 20. V

In accordance with the present invention the horizontal equalizer lever 2| of the braking mechanism has its ends extending into the slots [8 of the arms and is slidably supported thereby at the live end of the braking systems, one of which is arranged at each side of the truck. As best shown in Figure 2, each braking system may consist of a'lever 22 pivotally supported by one of the side frames 1 and carrying a brake shoe 23. The lever 22 is connected atits lower end to the companion lever at. the opposite side of the truck by a brake beam '24, and a horizontal link 25 connects the beam tothe lower end of a swinging lever 26 which has its upper end pivotally connected at 2'! to can end of the horizontal equalizer lever 21. Another link 28 is pivotally connected at one end to the intermediate portion of the lever '25 and connected at its opposite end toan intermediate portion of lever 29, pivotally supported at its upper end by a sliding link 30 supported by a bracket 30a on one of the side frames 1. The lever 29 is also connected at its lower endto a brake beam 3|, carrying brake shoe 32. A similar lever 33 pivotally depends from the sliding link 30 and is connected at its lower end by link 34 to a brake beam 35 operably connected to brake shoe 3B. The shoes 32 and 36 are supported from the truck by, links 31. The lever 33 is connected by a floatinglink 38 to themedial portion of a lever 39, pivotally suspended from a sliding link 49 supported by a bracket 40a carried by a side frame. The lever 39 is connected to a brake beam 4|, operably connected to a brake shoe 42 suspended from the truck by link 43. Another depending lever 44, suspended from the sliding link 40 is pivotally connected at its lower end to link 45, connected to a brake beam 46. The latter is connected to brake shoe 47, suspended from the truck by means of link 48. The intermediate portion of the lever 44 is connected by link 49 to depending lever 50 at the dead end of the truck. This lever is suspended from a fulcrum bar 5| supported at one end by a bracket 52 on the outer end of a side frame member I, and at its opposite end by an arm 52a of the bolster. Suspended lever 53, carried by the side frame, supports brake shoe 54, and this lever is connected to a brake beam 55, joined to the lower end of the lever 50 by link 55.

The brake shoes at each side of the truck 3 function to clasp the peripheries of the wheels 5 whenever the horizontal equalizer lever 2| is pulled in a direction away from the truck, as will be obvious.

Instead of making each of the arms l3 integral with the bolster, I may make it in part as a separate casting, as illustrated in Figures 3 and 4. In this case, two short arms l3a are integral with the bolster for the attachment of longer arms [31). Each of the longer arms is provided with a horizontal top flange 14a and an angular bottom flange l5a, and these flanges have parallel extensions I41? and !5b to engage the top and bottom, respectively, of the bolster. The parts Mb and IE1) are rigidly secured to the short arms of the bolster by any suitable means. A vertical flange 13c connects the top and bottom flanges and merges with a substantially triangular web l3d, integral with the longitudinal medial portions of the top and bottom flanges. A relatively short transverse vertical flange lla joins the top and bottom flanges near the narrowest portion of the web, and the top and bottom flanges are extended outwardly beyond flanges Ila so as to form a horizontal slot 18a for the support of the horizontal equalizer lever 2 l Here also the slotted portion of the long arm is reinforced by an upwardly extending rib 19a and a downwardly extending rib 20a integral respectively with the top and bottom flanges.

From the foregoing it is believed that the invention may be readily understood by those skilled in the art, and I am aware that changes may be made in the details disclosed without departing from thespirit of the invention as expressed in the following claims.

What I claim and desire to secure by Letters Patent is:

1. In a brake rigging for a railway car truck, wheels and axles for said truck, a central bolster including a transverse member, a brake linkage at one side of the truck including a vertically disposed lever at "a live end of the brake linkage, a brake linkage at the other side of the truck including aWertically-diSpOSed lever at the live end "of the "second-brake linkage, spaced arms carried by said transverse member of the bolster extending therefrom "longitudinally of the truck abovethe axle at the'live end of the brake linkage, each of said arms having "a substantially horizontally disposed slot therein generally aligned with-the path of movement of the upper end of the vertically disposed levers, a horizontally arranged equalizer lever extendin through the slots in said arms and supported thereby,

Cir

4 means connecting one end of the equalizer lever to the upper end of one vertically disposed lever, and means connecting the other end of the equalizer lever to the upper end of the other vertically disposed lever.

2. In a brake linkage system for a railway car truck, wheels and axles for said truck, a central bolster including a member arranged generally transversely of the truck, a brake linkage at one side of the truck including a vertically disposed lever at a live end of the brake linkage, a brake linkage at the other side of the truck including a vertically disposed lever at the live end of the brake linkage, spaced rigid arms carried by said transverse member of the bolster extending therefrom longitudinally of the truck above the axle'at the live end of the brake linkage, each of said arms having a substantially horizontally disposed slot therein generally aligned with the path of movement of the upper end of the vertically disposed levers, a horizontally arranged equalizer lever extendin through the slots in said arms, a trunnion carried by each end of said equalizer lever, and each vertically disposed lever having an opening in the upper end receiving said trunn'ions.

3. In a brake system for a railway car truck, wheels and axles for said truck, a central bolster including a transverse member, a brake linkage including a vertically disposed lever at a live end of the brake linkage adjacent one end of the truck, spaced arms carried by said transverse member of thebolster extending therefrom longitudinally of the truck above the axle at the live end of the brake linkage, each of said arms having a substantially horizontally disposed slot therein generally aligned with the path of movement of the upper end of the vertically disposed lever, a horizontally arranged equalizer lever extending through the slots in said arms, and means connecting the upper end of said vertically disposed lever directly to an end of the equalizer lever.

CLAUDE L. ORR.

REFERENCES CITED The following references are -0f f18001d in the file of this patent:

Number Name Date 2,189;642 "Stertzbachet 'al 'Feb. 6, 1940 2,271,376 Moeller Jan. 27, 1942 2,340,927 Busch Feb. '8, 1944 

